EP2971679B1 - Ausfallsichere stossverbindung für motorlager mit verringertem dynamischem verstärkungsfaktor - Google Patents

Ausfallsichere stossverbindung für motorlager mit verringertem dynamischem verstärkungsfaktor Download PDF

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Publication number
EP2971679B1
EP2971679B1 EP14801436.8A EP14801436A EP2971679B1 EP 2971679 B1 EP2971679 B1 EP 2971679B1 EP 14801436 A EP14801436 A EP 14801436A EP 2971679 B1 EP2971679 B1 EP 2971679B1
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EP
European Patent Office
Prior art keywords
pin
trigger
trigger system
engine
engine mount
Prior art date
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Active
Application number
EP14801436.8A
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English (en)
French (fr)
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EP2971679A4 (de
EP2971679A2 (de
Inventor
Zhijun Zheng
Joseph P. FOSTER
Stephen P. DAILEY
David F. Sandy
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RTX Corp
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Raytheon Technologies Corp
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Filing date
Publication date
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Publication of EP2971679A2 publication Critical patent/EP2971679A2/de
Publication of EP2971679A4 publication Critical patent/EP2971679A4/de
Application granted granted Critical
Publication of EP2971679B1 publication Critical patent/EP2971679B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/20—Mounting or supporting of plant; Accommodating heat expansion or creep
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B64D27/404—Suspension arrangements specially adapted for supporting vertical loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B64D27/406—Suspension arrangements specially adapted for supporting thrust loads, e.g. thrust links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/24—Casings; Casing parts, e.g. diaphragms, casing fastenings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/28—Supporting or mounting arrangements, e.g. for turbine casing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/32—Application in turbines in gas turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2230/00—Manufacture
    • F05D2230/60—Assembly methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2230/00—Manufacture
    • F05D2230/60—Assembly methods
    • F05D2230/64—Assembly methods using positioning or alignment devices for aligning or centring, e.g. pins
    • F05D2230/642—Assembly methods using positioning or alignment devices for aligning or centring, e.g. pins using maintaining alignment while permitting differential dilatation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2240/00—Components
    • F05D2240/90—Mounting on supporting structures or systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/30—Retaining components in desired mutual position
    • F05D2260/31—Retaining bolts or nuts
    • F05D2260/311—Retaining bolts or nuts of the frangible or shear type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
    • F16B5/00—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them
    • F16B5/02—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of fastening members using screw-thread
    • F16B5/025—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by means of fastening members using screw-thread specially designed to compensate for misalignement or to eliminate unwanted play
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the subject matter of the present disclosure relates generally to gas turbine engines and, more particularly, relates to waiting fail safe lugs for engine mounts.
  • gas turbine engines are mounted to the wing, fuselage, or tail of an aircraft and may be mounted at various positions between its forward and aft ends.
  • the engine mounts carry various loads to the aircraft such as vertical loads from the engine weight, axial loads due to the thrust generated by the engine, lateral loads from wind buffeting, and roll loads caused from rotary operation of the engine.
  • the engine mounts must also withstand both the axial and radial thermal expansion and contraction of the engine during operation.
  • a front engine mount having a pair of circumferentially spaced apart primary links is one type of mount utilized in conventional engine mounting systems. Each primary link is joined at one end to the aircraft and at the other end to an engine casing, such as the fan case.
  • the waiting fail safe load path does not engage under the normal or limit maneuver load condition.
  • the waiting fail safe system is positioned in between the two primary links. In the event that either primary link fails, the waiting fail safe system is engaged. While effective, the waiting fail safe system of previous designs does not, when engaged, prevent the engine from upward or downward movement due to subsequent vertical loads. The kinetic energy associated with the upward or downward movement will result in an impact force that is higher than the design load, which is determined by the equilibrium under the assumption of static determination. Typically, to account for this potential impact force, a dynamic amplification factor is applied to the static load, as well as fatigue spectrum, to ensure the waiting fail safe system has adequate capability. However, incorporating the dynamic amplification factor into the design results in a higher design load for the waiting fail safe system, and hence contributes to added weight.
  • US 4997145 discloses a waiting fail safe system in which fail safe links are a clearance fit on a pin in the pylon and a pop-up indicator is triggered when the engine drops as one of the primary links fails.
  • EP 0249553 discloses an engine mounting structure which includes a safety rod and a locking structure which locks the safety rod in an active position when another support rod fails. There is a need for improved waiting fail safe systems.
  • the present invention provides an engine mount for mounting a case of a gas turbine engine to an aircraft pylon according to claim 1.
  • Viewed from another aspect the present invention provides a method of operating a triggering system according to claim 10.
  • the trigger may include a straight portion and an arcuate portion.
  • the straight portion may include an activating nub and the arcuate portion may include a locking catch.
  • the activating nub may be operatively engageable with the pin.
  • the slider block may be slidable within the channel and may be engageable with the pin.
  • the slider block may include a notch which may be operatively engageable with the locking catch.
  • the spring may be disposed within the channel.
  • the spring may be operatively connected at one end to the slider block and may be operatively connected at another end to an end wall of the channel.
  • the trigger system may be movable between a disengaged position and an engaged position in contact with the pin.
  • the method may include the trigger with an activating nub configured to initiate movement of the trigger system from a disengaged position to an engaged position when the pin contacts the activating nub.
  • the method may include the slider block configured for selective contact with the pin and defines a notch for operative engagement with the trigger.
  • the method may include the trigger system preventing subsequent movement of the pin when the trigger system is moved to an engaged position.
  • a gas turbine engine constructed in accordance with the present disclosure is generally referred to by reference numeral 10.
  • the gas turbine engine 10 includes a compressor 12, a combustor 14 and a turbine 16.
  • the serial combination of the compressor 12, the combustor 14 and the turbine 16 is commonly referred to as a core engine 18.
  • the core engine 18 lies along a longitudinal central axis 20.
  • a core engine case 22 surrounds the core engine 18.
  • the pressurized air subsequently enters the combustor 14.
  • the air mixes with fuel and is burned, generating hot combustion gases that flow downstream to the turbine 16.
  • the turbine 16 extracts energy from the hot combustion gases to drive the compressor 12 and a fan 26 having airfoils 28.
  • the airfoils 28 rotate so as to take in ambient air. This process accelerates the ambient air flow 30 to provide the majority of the useful thrust produced by the engine 10.
  • the fan 26 has a much greater diameter than the core engine 18. Because of this, the ambient air flow 30 through the fan 26 can be 5-10 times higher, or more, than the combustion air flow 32 through the core engine 18.
  • the ratio of ambient air flow 30 through the fan 26 relative to the combustion air flow 32 through the core engine 18 is known as the bypass ratio.
  • An annular fan case 34 surrounds the fan 26.
  • the engine 10 may be mounted to an aircraft pylon 36 by a forward mount 38 and an aft mount 40.
  • the forward mount 38 may be disposed on the fan case 34 at a location that facilities joining to the aircraft pylon 36.
  • the aft mount 40 may be disposed on the core engine case 22 at a location that facilitates joining to the aircraft pylon 36.
  • the forward mount 38 may include a forward mount beam 42, which may include first and second primary forward mount links 44, 46.
  • the forward mount 38 may also include a substantially centrally located clevis 47, which extends radially inwardly.
  • the forward mount beam 42 may be secured to the aircraft pylon 36 by a conventional means such as but not limited to bolts and nuts.
  • Each link 44, 46 may be joined at one end to the forward mount beam 42 and joined at the other end to complimentary first and second primary forward mount lugs 48, 50, respectively.
  • Each primary forward mount lug 48, 50 may be disposed onto the fan case 34 by a conventional means such as, but not limited to, welding.
  • the links 44, 46 may be joined to forward mount beam 42 and respective primary forward mount lugs 48, 50 by conventional bolts and nuts 52, so as to create a primary load path for carrying the vertical load of the engine under normal (non-failure) conditions.
  • the forward mount 38 of FIG. 6 may also include a waiting fail safe system 54.
  • the waiting fail safe system 54 may include a waiting fail safe lug 56 and a waiting fail safe pin 58.
  • the waiting fail safe pin 58 may be joined to the clevis 47.
  • the waiting fail safe lug 56 may be disposed on the fan case 34 between the first and second primary forward mount lugs 48, 50.
  • the waiting fail safe lug 56 may include a pin hole 60 for receiving the waiting fail safe pin 58.
  • the waiting fail safe pin 58 When the waiting fail safe system 54 is disengaged (operating under non-failure conditions) the waiting fail safe pin 58 does not contact the waiting fail safe lug 56 within the pin hole 60, but instead, has a clearance 62, which maintains a substantially circumferential space between the waiting fail safe pin 58 and the waiting fail safe lug 56.
  • the clearance 62 may be achieved due to the diameter of the pin hole 60 being suitably larger than the outside diameter of the waiting fail safe pin 58 and due to the design length of the first and second primary forward mount links 44, 46, which carry the engine load under non-failure conditions.
  • the clearance 62 is sized by a number of factors including, but not limited to, the tolerance, the thermal operating conditions, and the mechanical load of the engine, to ensure the waiting fail safe lug 56 does not carry any load under non-failure conditions.
  • the waiting fail safe lug 56 may include a trigger system 64.
  • the trigger system 64 may include a J-shaped trigger 66, a spring 68, and a slider block 70, which may slide operatively along a channel 72 in a direction that is substantially perpendicular to the longitudinal central axis 20 (shown in FIG. 1 ).
  • the slider block 70 may be substantially rectangular in shape and may include a narrow portion 74 and a clearance-filling portion 76, which may have a notch 78.
  • the channel 72 may include an end wall 80 at one end and an open guide portion 82 at the opposite end.
  • the channel 72 may be formed on the waiting fail safe lug 56 at a position that may be between the pin hole 60 and the fan case 34.
  • the slider block 70 When the waiting fail safe system 54 is disengaged (as shown in FIG. 7 ), the slider block 70 may be oriented within the channel 72 so that the clearance-filling portion 76 may be adjacent to the end wall 80 and the narrow portion 74 may be adjacent to the open guide portion 82.
  • the spring 68 may be disposed within the channel 72 and may be operatively connected at one end to the end wall 80 and at the opposite end to the clearance-filling portion 76.
  • the J-shaped trigger 66 may be formed of a straight portion 84 and an arcuate portion 86.
  • An activating nub 88 may be located at the end of the straight portion 84 and a locking catch 90 may be located at the end of the arcuate portion 86.
  • the arcuate portion 86 may include a pivot section 92, which may be pivotally joined to the waiting fail safe lug 56 via a pin 94 so that the trigger 66 operatively pivots.
  • the locking catch 90 of the trigger 66 may operatively fit into the notch 78 of the clearance-filling portion 76 so that the slider block 70 may be locked into a position adjacent to the end wall 80 of the channel 72 maintaining the spring 68 in a compressed state.
  • the engine 10 load will shift and the waiting fail safe system 54 will become engaged to alternatively carry the load that was once carried by the primary mounting components.
  • the shifting of the engine 10 will cause the waiting fail safe pin 58 to engage with the activating nub 88 causing the trigger 66 to pivot at the pivot section 92.
  • the locking catch 90 disengages from the notch 78 and the spring 68 uncoils causing the slider block 70 to slide along the channel 72 so that the clearance-filling portion 76 contacts the waiting fail safe pin 58 and closes the clearance 62, as shown in FIG. 7 . Accordingly, the clearance-filling portion 76 firmly forces, and securely maintains, the waiting fail safe pin 58 into contact with the surface of the pin hole 60. In this engaged position, the waiting fail safe system 54 will effectively carry the load level as determined by the static equilibrium. As such, the waiting fail safe system 54 mitigates initial dynamic amplification factor and also restricts repeated dynamic amplification factor by ensuring the engine will not move due to subsequent vertical loads.
  • FIG. 9 illustrates a flowchart 900 of a method of configuring an engine mount for a gas turbine engine.
  • Box 910 shows the step of mechanically coupling a trigger system to a lug of a fan case with the trigger system configured for selective engagement of a pin coupled to the engine mount.
  • the trigger system may include a trigger, a spring, a slider block and a channel.
  • the trigger may include an activating nub configured to initiate movement of the trigger system from a disengaged position to an engaged position when the pin contacts the activating nub.
  • the slider block may be configured for selective contact with the pin and may define a notch for operative engagement with the trigger.
  • the trigger system may prevent subsequent movement of the pin when the trigger system is moved to an engaged position.
  • waiting fail safe system 54 with the trigger system 64 was described in regards to the forward mount 38, it should be understood that the waiting fail safe system 54 with the trigger system 64 equally applies to other mounting systems, including the aft mount 40 described above, for mounting gas turbine engines to fuselages, wings or tails of aircrafts.
  • the present disclosure sets forth an engine mount including a waiting fail safe system with a trigger system for a gas turbine engine.
  • the teachings of this disclosure can be employed to reduce the dynamic amplification factor of a waiting fail safe system of an engine mount for a gas turbine engine.
  • the reduction of the dynamic amplification factor reduces the design load for the waiting fail safe system of the present disclosure and also contributes to overall engine weight reduction.
  • the primary load paths of the engine mount fail the waiting fail safe system with the trigger system will provide an alternative load path while at the same time preventing the engine from movement due to subsequent vertical loads.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (13)

  1. Motorlager (38) zur Montage eines Gehäuses (22, 34) eines Gasturbinentriebwerks (10) an einem Luftfahrzeugmast (36), wobei das Motorlager Folgendes umfasst:
    einen Gabelkopf (47);
    einen Stoss (56), der ein Loch (60) durch ihn hindurch definiert;
    einen Stift (58), der mit dem Gabelkopf (47) verbunden ist und sich durch das Loch (60) des Stosses (56) erstreckt, wobei eine äußere Abmessung des Stifts (58) kleiner ist als eine Abmessung des Lochs (60), sodass ein Freiraum zwischen der äußeren Abmessung des Stifts (58) und dem Loch (60) definiert ist; und
    ein Auslösesystem (64), das auf dem Stoss (56) angeordnet ist und dem Stift (58) zugeordnet ist, dadurch gekennzeichnet, dass das Auslösesystem (64) einen Gleitblock (70), einen Kanal (72), einen Auslöser (66) und eine Feder (68) beinhaltet, und wobei das Auslösesystem (64), wenn es durch eine Bewegung des Stifts (58) betätigt wird, den Stift (58) stützt, indem sich der Gleitblock (70) entlang des Kanals (72) in den Freiraum erstreckt, was bewirkt, dass ein Teil des Stifts (58) einen Teil des Lochs (60) berührt.
  2. Motorlager (38) nach Anspruch 1, wobei der Auslöser (66) einen geraden Abschnitt (84) und einen gebogenen Abschnitt (86) beinhaltet, der gerade Abschnitt (84) einen Aktivierungsnoppen (88) beinhaltet und der gebogene Abschnitt (86) eine Sperrklinke (90) beinhaltet.
  3. Motorlager (38) nach Anspruch 2, wobei der Aktivierungsnoppen (88) mit dem Stift (58) betriebswirksam in Eingriff gebracht werden kann.
  4. Motorlager (38) nach einem der vorhergehenden Ansprüche, wobei der Gleitblock (70) in dem Kanal (72) verschiebbar ist und mit dem Stift (58) in Eingriff gebracht werden kann.
  5. Motorlager (38) nach Anspruch 2 oder 3, wobei der Gleitblock (70) eine Kerbe (78) beinhaltet, die mit der Sperrklinke (90) in betriebswirksam Eingriff gebracht werden kann.
  6. Motorlager (38) nach einem der vorhergehenden Ansprüche, wobei die Feder (68) in dem Kanal (72) angeordnet ist, der betriebswirksam an einem Ende mit dem Schieberblock (70) und betriebswirksam an einem anderen Ende mit einer Endwand (80) des Kanals (72) verbunden ist.
  7. Motorlager (38) nach einem der vorhergehenden Ansprüche, wobei das Auslösesystem (64) in Kontakt mit dem Stift (58) zwischen einer ausgerückten Position und einer eingerückten Position bewegbar ist.
  8. Anordnung für ein Gasturbinentriebwerk (10), wobei die Anordnung umfasst: ein Gehäuse (34); und
    ein Motorlager (38) nach einem der vorhergehenden Ansprüche, das an dem Gehäuse (34) befestigt ist, wobei der Stoss (56) an dem Gehäuse (34) befestigt ist.
  9. Anordnung nach Anspruch 8, wobei das Motorlager (38) einen Montageträger (42), eine erste und eine zweite Montageverbindung (44, 46) beinhaltet, die jeweils an einem Ende mit dem Montageträger (42) verbunden sind und an einem anderen Ende mit entsprechenden ersten und zweiten Montagestössen (48, 50) verbunden sind, die mit dem Gehäuse (34) verbunden sind.
  10. Verfahren zum Betreiben eines Auslösesystems (64) eines Motorlagers (38) für ein Gasturbinentriebwerk (10), umfassend:
    mechanisches Koppeln des Auslösesystems (64) mit einem Stoss (56) eines Lüftergehäuses (34), dadurch gekennzeichnet, dass das Auslösesystem (64) einen Auslöser (66), eine Feder (68), einen Gleitblock (70) und einen Kanal (72) beinhaltet, und wobei das Auslösesystem (64) konfiguriert ist, um einen Freiraum zwischen einem Loch (60) des Stosses (56) und einer Außenfläche eines Stiftes (58) zu beseitigen, wenn der Stift (58) einen Teil des Auslösesystems (64) berührt, wobei der Freiraum zwischen der Außenfläche des Stifts (58) und einer Fläche des Lochs (60) definiert ist, wenn der Stift (58) in das Loch (60) eingesetzt ist, und das Auslösesystem (64), wenn es durch die Bewegung des Stifts (58) betätigt wird, bewirkt, dass sich der Gleitblock (70) des Auslösesystems (64) entlang des Kanals (72) in den Freiraum erstreckt, sodass der Stift (58) einen Abschnitt des Lochs (60) berührt.
  11. Verfahren nach Anspruch 10, wobei der Auslöser (66) einen Aktivierungsnoppen (88) beinhaltet, der so konfiguriert ist, dass er die Bewegung des Auslösesystems (64) aus einer gelösten Position in eine eingerückte Position einleitet, wenn der Stift (58) den Aktivierungsnoppen (88) berührt.
  12. Verfahren nach Anspruch 10 oder 11, wobei der Gleitblock (70) für einen selektiven Kontakt mit dem Stift (58) konfiguriert ist und eine Kerbe (78) für einen betriebswirksamen Eingriff mit dem Auslöser (66) definiert.
  13. Verfahren nach einem der Ansprüche 10 bis 12, wobei das Auslösesystem (64) eine nachfolgende Bewegung des Stifts (58) verhindert, wenn das Auslösesystem (64) in eine Eingriffsposition bewegt wird.
EP14801436.8A 2013-03-15 2014-03-04 Ausfallsichere stossverbindung für motorlager mit verringertem dynamischem verstärkungsfaktor Active EP2971679B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201361790946P 2013-03-15 2013-03-15
PCT/US2014/020264 WO2014189588A2 (en) 2013-03-15 2014-03-04 Engine mount waiting fail safe lug joint with reduced dynamic amplification factor

Publications (3)

Publication Number Publication Date
EP2971679A2 EP2971679A2 (de) 2016-01-20
EP2971679A4 EP2971679A4 (de) 2016-11-23
EP2971679B1 true EP2971679B1 (de) 2023-02-15

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US (1) US10220950B2 (de)
EP (1) EP2971679B1 (de)
WO (1) WO2014189588A2 (de)

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WO2014189588A3 (en) 2015-02-26
EP2971679A4 (de) 2016-11-23
EP2971679A2 (de) 2016-01-20
US20150375867A1 (en) 2015-12-31
US10220950B2 (en) 2019-03-05
WO2014189588A2 (en) 2014-11-27

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